1 TPI WIRING DIAGRAM Ver1C by YgU4CR

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									                          Diesel Enhancements
The D-GAS System has been designed & developed by D-GAS Pty Ltd. The System has been designed to reduce
diesel exhaust emissions, increase fuel economy, increase performance and reduces oil contamination on diesel
                 engines by improving the diesel combustion making the engine more efficient.

                                Important Notes Before Fitting the D-GAS System
  •The D-GAS System can boost the overall performance & power output of the engine i.e. higher bhp or kw power output. We therefore recommend reducing the diesel fuel mixture to
                             compensate for the extra power gained. Increases of up to 20%-30% torque are found to be acceptable in most cases.
    •The D-GAS System must never be run without using the fitted LPG safety shutoff valve with built-in filter.
    •The D-GAS System has been sealed for warranty purposes. Should the D-GAS System be tampered with or opened, the unit will be void of any warranty.
  •The D-GAS System is designed to run on LPG. Liquid drawn from the fuel tank is passed through the vaporiser which converts it to vapour. CNG must have pressures reduced to LPG
                                                                                                 pressures
•If the vehicle has any diesel mechanical issues prior to fitment, it will still have the same problems when running with the D-GAS System. You are advised to correct any current problems
                                                                                   prior to carrying out the conversion.
      •It is recommended that you familiarise yourself with the fitting procedure before commencing.
      •The D-GAS System allows you the freedom of fitting the conversion at your leisure. At almost every stage of the conversion, you will still be able to drive the vehicle.
      •By law, the conversion must be installed and tested before any use by a Qualified LPG installer and must be installed according to AS 1425.
Correct Tools:
  •Various spanners or sockets
  •Flat & Phillips headed screwdrivers
  •Allen keys
  •Electric drill & drill bits 7.5MM
  •1/8” BSPT tap
  •50mm metal hole cutter - for fitting floor vents if tanks are internally mounted
  •Wire cutters & strippers
  •Various cable connectors
  •Soldering iron equipment or wire connections
  •Hacksaw (for cutting hose or pipe)
  •Flaring tool kit (for copper pipe).
  •File
  •Waterproof silicone sealant
  •Loctite 577. Use this ONLY when threads are joined so as not to get this in the unit as this will void warranty
  •Knife
  •Multi Meter which reads Hz
     The ORANGE Hertz or Tacho pick-up wire from the D-GAS ECU is best sourced in the following sequence and must have 0-5volts peak to peak,
                          0-12 or -12 - +12 AC Voltage is OK (these readings can be measured with an oscilloscope)

1) Tachometer feed wire           (the signal from this source is usually 0volts to +12volts)
2) Alternator "W" wire            (the signal from this source is usually -12volts to +12volts)
3) AS AN ALTERNATIVE TO THE ABOVE, YOU MAY FIT A CRANK ANGLE SENSOR IMMEDIATELY OVER THE ALTERNATOR BLADES TO OBTAIN A
HERTZ SIGNAL. A PAPERS WIDTH AWAY FROM THE BLADES PROVIDES THE STRONGEST SIGNAL
4) Plug or Power to Gas safety lockoff should not be connected until after RPM calibration otherwise gassing can occur at idle
5) Gas flow from TPI Unit can be checked under RPM conditions by temporary disconnection of Map sensor (for turbo applications) and connecting the N/A
BRIDGE PLUG to activate LPG under RPM conditions only.
     TO TEST ECU IS READING ORANGE WIRE RPM SIGNAL CORRECTLY, CARRY OUT THE FOLLOWING TEST:
1) REMOVE MAP SENSOR PLUG FROM ECU PLUG AND INSERT NON TURBO/BRIDGE PLUG. IF NO GAS OCCURS AT IDLE YOU WIN.
2) IF GASSING OCCURS AT IDLE, A NEW RPM SIGNAL SOURCE IS REQUIRED.
3) IF THE VEHICLE IS A NON TURBO VEHICLE, YOU SHOULD ALREADY HAVE THE NON TURBO/BRIDGE PLUG CONNECTED AND IN THIS CASE,
NO GAS AT IDLE SHOULD OCCUR.




                                              NOTE WELL
            Apart from the fault finding chart, all D-GAS Systems need to be PROVEN to have LPG supply AT CRUISE. If
              your customer advises that the System is not giving a $$ savings (and he drives at legally) the system is not
           injecting LPG at engine at cruise speeds. ie light throttle at 80kms in top gear. This test MUST be performed by
                                  driving the vehicle on the highway in TOP GEAR maintaining 80KMS.


             A "Mini Vac" unit can be used to supply from 1 to 4 PSI to the D-GAS MAP line from the manifold with engine
             running to test the activation point of the D-GAS System. This can tell you at what PSI (pressure) the unit is
           activating. HOWEVER, this does NOT test if the supply from the engine is good. If the System seems to work
           using this method, please check the turbo working pressure at CRUISE SPEED by "T" piecing a pressure gauge
                 into the D-GAS MAP line. This pressure MUST be enough to activate the D-GAS System. IE: 1 PSI
Fitting the D-GAS unit (To be installed to AS1425)

a) Fit the D-GAS unit in the engine bay in a convenient place away from any excessive heat like the exhaust system.
The D-GAS unit can be fitted in any position as it is not affected by position, movement or vibration.
b) Secure the D-GAS unit to the vehicles body by use of brackets.


Fitting the LPG Injector Line to inlet manifold
Note: The injector is to be installed AS FAR FROM THE INLET VALVES AS POSSIBLE.
This is to allow MAXIMUM MIXING OF THE LPG to the intake air.                                                    Recommended
Injector locations are:
 a) End tank (outlet side) of intercooler if vehicle is fitted with Front Mount Intercooler
 b) End tank (inlet side) of intercooler if vehicle is fitted with Top Mount Intercooler (since cooler is small)
 c) D-GAS reminds installers that D-GAS is a POST TURBO injection System.
d) Fitting Injector just after the turbo charger is acceptable

Using a 1/8 BSPT threading tap, tap the thread in the hole, remove any particles. Next using lock tight thread sealant
applied to the manifold injector fitting threads & screw in to the manifold do not over tighten.             Fit correct
size gas injector supplied for the vehicle. see “Guide To Jetting” chart attached.


Fitting Fuel Shutoff Valve
Fit the Fuel/Filter shutoff valve in a position between the Converter and D-GAS unit.

Fitting Fuel Supply from Shutoff valve to D-GAS Unit
Connect with copper pipe from Outlet Port of shut-off valve to LPG Inlet Port on D-GAS Unit.
NB: Remember to make a loop in the copper line to protect against vibration.


Supply air line (boost pressure) to D-GAS unit
You can follow the instructions below OR “T” into the turbo actuator line or similar to supply boost to Pressure Switch.
a) Drill a 7.5 mm hole in to the engines main air inlet manifold.
b) Using a 1/8 BSPT threading tap, cut the thread in the hole, remove any particles. Next using lock tight thread sealant
applied to the manifold 1/8 brass fitting threads & screw in to the manifold do not over tighten.
c) Refit the engines air intake pipe.
d) Run the D-GAS Air Sensor line over to the Pressure Switch and from Pressure Switch to manifolds brass fitting & cut
to length fit the hose & secure with small clip or cable tie.
e) For NON Turbo engines disgregard steps "a - d" mentioned here and use the Non Turbo loop/bridge.


Connecting the D-GAS Water Hoses
a) Locate the 2 water hoses to the vehicles internal heater system. Cut the 2 hoses & rejoin them using the 2 water "T"s
and secure them with hose clamps, etc.
b) Fit the rubber water hose supplied to the first water "T" & cut to length, fit the other end to the water hose fitting on the
converter. Secure with hose clamps. Repeat with the other water "T".


TPS Fuel Cut
The TPI FUEL PULLDOWN referred to on the last tab of this manual does not work on Caterpillar, Cummins or any TPS
where the TPS has a pull up resistor or uses a voltage divider. In these cases you will need to pull the signal to ground
through a 100k variable resistor. For more infomation on this, please call your technical support person.


                                                                           NOTE WELL
                    Apart from the fault finding chart, all D-GAS Systems need to be PROVEN to have LPG supply AT CRUISE. If your customer advises
                    that the System is not giving a $$ savings (and he drives at legally) the system is not injecting LPG at engine at cruise speeds. ie light
                    throttle at 80kms in top gear. This test MUST be performed by driving the vehicle on the highway in TOP GEAR maintaining 80KMS.

                         A "Mini Vac" unit can be used to supply from 1 to 4 PSI to the D-GAS MAP line from the manifold with engine running to test the
                     activation point of the D-GAS System. This can tell you at what PSI (pressure) the unit is activating. HOWEVER, this does NOT test if
                       the supply from the engine is good. If the System seems to work using this method, please check the turbo working pressure at
                      CRUISE SPEED by "T" piecing a pressure gauge into the D-GAS MAP line. This pressure MUST be enough to activate the D-GAS
                                                                               System. IE: 1 PSI
             Jetting Guide

The guide below is intended as a GUIDE ONLY. You, the fitter, should confirm that NO PINGING is experienced at ANY load settings.
Always start jetting on lesser of the jet sizes and work your way up until MAX power is achieved with no pinging.
For best result, a dyno should be used to see where MAX power is achieved with the least amount of LPG, i.e. Smallest jets
To find "maximum" power without a dyno, start at the bottom of small steep hill and see which LPG jets produce the most top speed at the top of the
hill. DO NOT SPEED! To place the engine under full load (without the use of a fully loaded trailer for example) is to select a high gear and hold the
vehicle at 40km/h, 50km/h, 60km/h 70km/h by applying both brake pressure and 100% throttle. No pinging should occur.
After fitment, advise driver / owner to fill both tanks and keep ACCURATE RECORDS for at least 3 full tank fills. These records should
be analysed by the technician so that the rate of about 20 - 25% gas ratio is used. I.e. Divide the LPG litres used by the diesel litres
used. ie 20 ltr LPG by 80 litres of diesel = .25 this equals 25%. Then allow the customer to test setting to see what savings are
achieved. The technician can then increase and decrease the ratio to see what works best for THAT vehicle.

Larger and larger jets DO NOT constitute MORE power or savings. Smaller jet sizes can be use where MAX power levels are maintained though less
LPG is used. This will maximise fuel savings.

                              Lite Vehicle Turbo and Non Turbo
         Engine Capacity         Jet Sizes
        1-2 litres               20, 25, 30, 35
        2-3.5 litres             30, 35, 40, 45
        3-4 litres               50, 55, 60, 65
        4-5 litres               65, 70, 75
        5-6 litres               70, 75, 80, 85

                                Heavy Vehicle Turbo and Non Turbo
        Fit the Heavy vehicle kits injector pre turbo for best results
        6-7 litres                        50
        7-8 litres                        60
        8-9 litres                     60-65
        9-11 litres                    65-70
        11-12 litres                      70
        12-14 litres                   70-75
        14-16 litres                   75-90
 NB: The D-GAS System is a 12 volts System ONLY.
A 24 to 12 volt convertor should be used instead of the method below which for testing purposes ONLY.
The following method will ruin batteries and is mentioned here as a short term solution.
           NOTE
For TURBO engines use map
          sensor
For NON TURBO engines use
        loop/bridge
                                                                      Signal Conditioner

RPM Identification
Tool Requirement :- Cathode Ray Oscilloscope (CRO), however, if
not available utilise a Multimeter with DC
Voltage, AC Voltage and Frequency (Hz)
measurement modes.
INDENTIFY RPM DEPENDANT SIGNAL.
• Set MM to Frequency Mode (Hz). With the engine idling locate
any RPM dependant sign which is between 5 to 2,500Hz.
(Note, some MM may not be able to identify an Alternating
Signal which is off set from zero volts. Where ever possible,
utilise a CRO to identify this signal).
• The Hz signal should increase in valve at the same proportional
rate to that of the engine speed. For example, if the engine
idles at 780 rpm and the MM reading is 52 Hz, then at an
engine speed of 3,900 rpm (5 x 780 = 3,900) the Hz reading
should be 260 Hz.
2/ IDENTIFYING SIGNAL STRENGTH.
• The RPM Input Signal will need to have a Peak Voltage greater
than 5 volts and a Lower Voltage less than 1 volt.
• Such a signal would best be identified via an oscilloscope.
However, if one is not available the following general rule of
identification utilising a MM may help.
• Measure the DC voltage with MM. Measure the AC voltage with
MM. The AC voltage needs to be greater than 4 volts and the
DC voltage must be less than half of the measured AC voltage.
LOW AMPLITUDE PICKUP.
If a signal as per the above requirement cannot be identified, then you
will need to utilise a Low Amplitude Pickup (LAP).
• Provide power to the LAP via the Red / Black wires.
• Provide an input signal to the Orange wire.
• Measure the DC voltage of the signal into the Orange wire.
• Measure DC voltage output of the Blue wire from the LAP and
then adjust it to read exactly the same as the DC voltage on the
Orange wire via the adjustment knob.
• Connect the Yellow wire to the LPG ECU.

								
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